Brake control cars



3 Sheets-Sheet 1 INVENTOR ROBERT E. JONES BY ZZ ATTORNEYS Filed April 22, 1955 Dec. 27, 1960 R. E. JONES 2,966,236

BRAKE CONTROL CARS Filed April 22, 1955 3 Sheets-Sheet 2 INVENTOR J ROBE/27" s JONES n a BY 74M ATTORNEYS United States Patent BRAKE CONTROL CARS Robert Edward Jones, Knoxville, Tenn., assignor, by mesne assignments, to Sanford-Day Iron Works, Inc. of Tennessee, Knoxville, Tenn a corporation of Tennessee Filed Apr. 22, 1955, Ser. No. 503,233

Claims. (Cl. 188-41) This invention relates to brake control cars of the character used in trains of mine cars for hauling coal and other lading into and out of mines.

A train of mine cars, as used for hauling coal out of the mines particularly, often travels down a considerable slope to a point of the discharge. Brakes on the mine cars usually involve linkage which is unreliable and difficult to maintain. Skids are sometimes used under the wheels, but these heat appreciably, wear out, and require labor for inserting and removing the same under the cars.

The train of cars is usually hauled by a mine locomotive, but the braking power of the locomotive itself is frequently insufiicient. Due to the increase in size and in the load of the mine cars, the controlling of the train on a downhill slope has become increasingly difficult.

In some cases, attempts have been made to correct this difiiculty by the provision of additional locomotives, several of which are often used in going down hill, although a lesser quantity is required to pull the train up hill. Thus, additional locomotives are used merely to provide a braking effect against the load on the down-hill slope.

One object of this invention is to overcome these objections by providing a brake control car which can be connected in a train of cars, such as mine cars, to provide additional braking effect, not in proportion to the weight of the car, in a simple and inexpensive car construction without the large expense required for a hauling locomotive, and without the added weight of the latter.

A further object of the invention is to provide one or more sets of brake shoes on each side of a 4-wheel car that may apply braking action directly to the rails from a source of power on the brake control car itself, such as may be provided by batteries, a generator, or other auxiliary equipment. These brake shoes may be located between the pair of wheels on each side of a 4-wheel car for direct engagement with the rails. If additional braking action should be required, this may be accomplished readily, either by the use of a second 4-wheel car, or by arranging an additional set of brake shoes on a 2-wheel car articulated with the 4-wheel car and supported at one end thereon, or additional pairs of shoes may be provided between the wheels and the ends of the car.

Still another object of the invention is to provide, in a transport car, facilities for supporting a pair of brake shoes between the pairs of wheels, to provide for operating these under control of the operator of the mine car locomotive; and also to provide thereon for a source of power, such as batteries, a generator, or the like, that may be connected to the operating means for the brakes, with the result that a simple and inexpensive self-contained unit will have the needed braking action for the train of cars.

One embodiment of the invention is illustrated in the accompanying drawings, in which:

Fig. l is a perspective view of a brake control car embodying this invention;

Fig. 2 is a front elevation thereof, partly in section;

ice

Fig. 3 is a detail cross-section on the line 33 in Fig. 1;

Fig. 4 is a similar view on the line 4-4 in Fig. 1;

Fig. 5 is a longitudinal section, partly in elevation, through the car;

Fig. 6 is a bottom plan view thereof;

Fig. 7 is a detail vertical section, partly in elevation, showing a portion of the brake structure;

Fig. 8 is a similar view at right angles thereto;

Fig. 9 is a side elevation of a modified form of resilient and adjustable support; and

Fig. 10 is a top plan view, partly in section, of the brake shoe guide.

The car shown as an embodiment of this invention has a main longitudinal frame, generally indicated at 1 (Fig. 6), extending throughout the length of the car and having suflicient rigidity and strength for supporting the parts thereof and for connecting the same in a train of cars. A box frame assembly may be provided for this purpose, having opposite side sills, as illustrated, with suitable transverse end plates and cross bars, as illustrated generally at 2.

Bushings or collars are shown at 3 secured on the inside of the box frame structure 1, forming supports for axles 4. Wheels 5 are journaled on opposite ends of the axles 4, for supporting the car on track rails.

At the opposite ends of the frame 1, bumper assemblies 6 are secured. Any suitable or desired form of bumper assembly may be used, such, for example, as the link and pin type of assembly, as shown at the left in Fig, 5, using a removable pin 7 to be coupled with one or more links 8, as a draw bar and safety link, for connecting the corresponding end of the car with the next adjacent car in the train, or with the locomotive, which immediately precedes the brake control car. A similar coupling and bumper structure may be provided at each opposite end of the car, as will be apparent from Figs. 5 and 6, or automatic couplings may be used if desired.

The frame 1 is substantially enclosed at the bottom thereof by a bottom cover plate 9, secured over the bottom of the frame 1 and extending between the opposite sides thereof. A top plate is shown at 16 which encloses substantially the entire top of the car and forms a platform thereon. The top plate may also extend downward around the ends of the car, as indicated at N, to provide skirting and at least partial protection for the bumper assembly, wheels, etc., and to improve the appearance of the car and to stiffen the borders against deflection.

The top platform may provide support for workmen or operators, as Well as a support for supplies. A flat deck surface is, therefore, provided which not only results in a car which is low in height and simple in construction, but also has additional operative features and hauling capacity, as Well as its adaptability for providing the necessary braking action, as explained.

A receptacle 11 is provided in the car, accessible through an opening in the platform 10 into the center portion of the car beneath the platform. A battery case 11' is mounted in the receptacle 11, beneath the platform opening, preferably lined with plywood or other suitable material, to provide a receptacle for electrical power equipment, such as batteries, a generator, etc. This equipment is enclosed entirely within the battery case 11, beneath the platform 16, so as to be protected effectively by the structure of the car without exposure. If desired, however, the batteries and other equipment may be mounted on top of the platform 16 instead of within a receptacle beneath the platform.

The opening into the battery case 11' is normally closed by a door or lid 12, hinged at 13 to the platform 10, so as to lie flush with the latter, as will be apparent from Fig. 1. One or more lifting rings 14 may be proguiding the up and down movement of the links.

vided on the opposite edge of the door 12 for manual grasping to open the door for access to the electrical equipment enclosed therebelow.

In order to providea secure support for the door or lid plate 12 at the non-hinged edges thereof, while permitting it to lie flush with theplatform 10, supports are provided for said edges :of thetdoor. At the free edge (opposite the hinged edge) the door plate '12 rests on the upper edge of an angle bar 1 2a secured rigidly to a side'sill of the frame 1 (Fig. 3'). At each lateral edge of the door'or lid plate 12, a bar in the form of a channel 12b extends transversely between the side sills of the frame 1. The bars 12a and 1217 have upturned supporting edges flush withthe bottom of the plate 10, forming channels or a trough under the surrounding edges of the door 12 into which a pipe outlet -12c is provided, extending downwardly through the bottom 9, for draining water away from the periphery of the lid.

On opposite .sides of the battery case opening '11 are transverse plates 15 which extend between the side sills ofthe frame 1, and also having gusset plates 16 externally of the frame aligned with said plates 15, to support the edge portions of the platform 10. Also connected with the side sills and with the plates 15 and 16 are suitable bars, generally indicated at 17, extending transversely below the frame 1, as will be apparent from Figs. 5, 6 and 10.

Bracing for the platform this provided by stiffener bars 18, such as channel bars, for example, that are secured beneath the platform, extending outwardly from the side sills of the frame 1 to the outer edges of the platform, as shown in Fig. 6.

Electrical brake shoes of the magnetic type are shown at 19, one on each side ,of the car between each pair of wheels of the 4-wheel car. Additional brake shoes may be provided between the wheels 5 and eitheror both respective opposite ends ofthe car for additional braking action.

Any suitable or desired form of electrical braking equipment, as desired, may be used for this purpose.

The details thereof are not shown, nor the electrical connections provided for the magnetic application of the brakes, since these are well understood in the magnetic brake art.

Each brake shoe 19 is supported at its opposite end portions by respective pairs of links 20 embracing the brake shoe and pivotally connected therewith as by a bolted connection 21 (see Figs. 7 and 8.). Each pair of links 20 is supported by a second pair of links 22 pivotally connected therewith .by a pin 23. The pairs of links not only provide flexibility in the mounting of the brake shoe 19, but also support the latter for freedom of movement in applying or releasing the .braking action.

These links 2t) and 22 are mounted on :dropped supports which are also flexible, as illustrated in Figs. '7 and 8. The links 22 are .connected with across pin 24 which extends through elongated slots in opposite sides of a support box 25 that is welded or otherwise secured to the stilfener bar 18 thereabove. The box 25 is formed substantially square in the illustrated embodiment, with a removable lid 25, and is closed at the bottom by a cross plate 26.

The cross pin 24- has a guide pin 27 welded or otherwise secured thereto, intermediate the ends of said pin 24, and extending downwardly through the plate 26 for Bars 28 may be provided, if desired, by welding or otherwise,

on opposite sides of the pin 24 as seats for a compres the shoe and the rail must be maintained at V8" or less. When the shoes wear, the gap is increased and the shims are removed, after removal of the lid 25', to lower the brake shoe an amount equal to the wear which has taken place above In the form shown in Figs. 7 and 8, the shims 30 have center holes for passage of the pin 27 therethrough. This requires the removal of the lid 25' to change the number of shims in the support box 25.

If desired, shims 36' of variable thickness may be used, selectively, as shown in Fig. 9. The shims may also have slots therein for slidable withdrawal from the pin 27, as also illustrated in Fig. 9, extending through an opening in a side of the box 25. The shims may be locked in place by a pin33 removably inserted through a sleeve 34 on a side of the box 25 and through holes in the projecting ends of the shims 39' to prevent them from becoming lost. Upon determining the desired gap between the shoe and the rail, the required shim ,can be removed to achieve this gap.

Thus, a dropped and resilient support is provided for .each of the brake shoes that enables these to be suspended from the platform of the car externally of the frame thereof, as shown in the drawings.

The brake shoes are maintained in longitudinal alignment by guides at the opposite ends of each shoe 19. The body of the brake shoe is received between a pair of laterally spaced plates 31 (Fig. 10), secured to and extending inwardly from a transverse supporting bar 17 at each end thereof. These guide plates 31 are mounted at opposite ends of a wear plate 32 that is interposed therebetween for endwise abutment by the brake shoe 19 and for guiding the up and down movement there of.

The wearing portion of the brake shoe 19 underlies the wear plate 32 which limits the upward movement of the brake shoe. Provisions may be made, as by screw fastenings, for ready removal of the respective plates 31 and 32 for replacement.

The removable plates 31 and 32, preferably, are made of brass, or some other suitable material, not only to provide a removable lining, but also to prevent a loss of magnetism through eddy current.

The bars 17 which extend transversely below the frame 1 are so used to provide the necessary strength to snub the shoes when braking is required. These bars should be strong enough to counteract the braking effect in either direction.

It will be apparent from the above that a compact and inexpensive brake control car has been provided, which has the brake shoes located between the pairs of wheels at opposite sides of the car, so as to insure of contact of the brake shoes with the track approximately throughout their length, and to prevent overhanging of thetrack by the brake shoes or curves. One set of brake shoes in this assembly will provide substantially an equivalent braking eifect to an eight ton locomotive, and yet the cost of this brake control car is appreciably less than the cost of the locomotive. The hauling weight thereof will also be appreciably less, about one-half, since the braking elfect is not in proportion to the weight of the car.

The brakes maybe actuated through a suitable control switch from within the locomotive, enabling the operator of the locomotive to apply the brakes on the control car at will. They may also be controlled by a governor actuated switch, if desired.

As noted above, the electrical controls, as -well as the electrical structure of the magnetic brakes, are not illustrated and described because these are well understood in the art of electric brakes. Each shoe usually contains a sealed magnetic coil which is excited by direct electric current. Each shoe floats fully within the guides 31-32 and is suspended from springs. A normal gap of or less, is maintained between the shoe and the rail when the coil is not excited. The shoe is drawn into contact with the rail by magnetism with a force of magnetism up to eight tons, depending on the exciting current. This force causes a drag or sliding resistance between the shoe and the rail which varies from 1 /2 to 2 tons per shoe, depending upon the speed at which the car is travelling when the circuit is closed.

This car may be used in a wide variety of applications, some of which may be mentioned, as examples, as follows:

(1) As an excess reservoir of braking capacity in a train for safety purposes to prevent runaways where existing braking capacity is borderline.

(2) On man car trains and supply cars, in slope mines where men and supplies are lowered by hoisting rope to take over in case of rope failure.

(3) To replace skids used in trains where grades are in favor of loads; thereby eliminating expensive skids and the labor required to insert and remove them.

(4) On rear end of train (either alone or with a locomotive) moving upgrade to control cars in case the train is severed by a broken coupling.

(5) On rear end of train moving down grade to reduce pressure between car couplings, particularly of the automatic type, thereby decreasing the jackknifing or fence-railing tendency.

(6) In certain cases, to replace an extra locomotive being used for braking only due to steep grades existing only a small percentage of the total haulage distance.

(7) To replace a man and locomotive where small tandems are used for purposes mentioned in (6).

(8) Between tandem locomotives to increase braking capacity and allow for longer trains where grades are in favor of the loads and train length is limited by braking capacity.

While the invention has been illustrated and described in one embodiment, it is recognized that variations and changes may be made therein without departing from the invention as set forth in the claims.

I claim:

1. A brake control car comprising a frame structure, wheels connected with the frame structure for supporting the latter and adapted to travel on track rails, magnetic brakes in position to engage the track rails for braking the action of the car, bars carried by the frame structure and extending laterally therefrom, boxes suspended from the bars, resilient means mounted in each box, means carried by the resilient means for suspending the brakes therefrom, and means for limiting downward movement of said suspending means relative to the frame structure.

2. A brake control car comprising a frame structure, wheels connected with the frame structure for supporting the latter and adapted to travel on track rails, magnetic brake shoes in position to engage the track rails for braking the action of the car, bars carried by the frame structure and extending laterally therefrom, boxes suspended from the bars, resilient means mounted in each box, each of said boxes having slots in opposite sides thereof, a pin extending transversely through the slots and having a guide pin extending downwardly therefrom through the resilient means, and links carried by the first-mentioned pin and having supporting connections with the brake shoes.

3. A four-wheel brake control car comprising a car frame structure, two pairs of wheels with connecting axles having the frame structure mounted thereon adjacent opposite ends of said car respectively, an electrically actuated brake on each opposite side of the frame structure between a pair of said wheels for applying braking action to the car, and a source of electric current on the frame structure for supplying current to said braking means, said brake comprising a brake shoe extending lengthwise of the car frame structure throughout the major portion of the length between the wheels on each side of the car, supporting links suspended from the car frame structure adjacent the wheels on each side of the car and supporting the respective opposite ends of the brake shoe, spring means supporting the links, and means for limiting downward movement of the links relative to the frame structure.

4. A brake control car comprising a car frame structure, a top plate extending transversely over the frame structure and over the wheels substantially throughout the entire top surface of the car, two pairs of wheels with connecting axles having the frame structure mounted thereon, adjacent opposite ends of said car respectively, an electrically actuated brake on each opposite side of the frame structure between the pair of wheels on each side of the car, said brake including a brake shoe midway between the wheels and extending throughout the major portion of the length of the car between a pair of wheels, supporting links suspended from the car frame structure beneath the top plate and adjacent the wheels on each side of the car and supporting the respective opposite ends of the brake shoe, springs supported on the frame structure, cross pins supporting the links on the springs, and means in the path of movement of the pins for limiting downward movement thereof relative to the car frame structure and holding the brake shoes against dropping upon breakage of the springs.

5. A brake control car comprising a main longitudinal frame, a fiat top plate mounted directly on the upper edge of the main longitudinal frame and extending transversely outwardly therefrom, wheels and axles connected with the main longitudinal frame with the wheels beneath the lateral marginal portions of the top plate, stiffener bars connected with the frame in direct underlying bearing relation with the lateral margins of the top plate, electrically actuated brake shoes in alignment with the wheels, supporting links carrying the brake shoes, springs supported by the stiffener bars and mounting the links thereon, cross pins interconnecting the links with the springs and mounted for downward movement upon yielding action of the springs, and means in the path of movement of the cross pins for limiting downward movement thereof and restraining the brake shoes against dropping.

References Cited in the file of this patent UNITED STATES PATENTS 1,046,708 Yount Dec. 10, 1912 1,053,830 Kibbee Feb. 18, 1913 1,325,151 Hanscotte Dec. 16, 1919 1,539,841 Holy June 2, 1925 1,678,262 Maudslay July 24, 1928 1,699,535 Johnson et a1. Jan. 22, 1929 1,803,424 Coseo May 5, 1931 1,915,412 Edmunds June 27, 1933 2,026,015 Beckette Dec. 31, 1935 2,519,888 Conner Aug. 22, 1950 2,617,499 Jenkins et a1. Nov. 11, 1952 2,730,198 Rossell Jan. 10, 1956 FOREIGN PATENTS 810,286 France Dec. 28, 1936 

